clubstylus

Out playing with the car yesterday and while i'm happy with it's general performance I do miss the in gear acceleration that my old tiv had, now I know they are two very different beasts but more power/torque is always a bonus.


Other than fuel and ignition what do I need to source for a duratec conversion?

Parts on list so far:
bellhousing for type 9, any idea on cost?
engine mounts, either fabricate my own or purchase from Tim


Will a duratec drop in through the normal bonnet opening?

Rob, did you have any news on the engine management system you were taking about a few months ago?



Thanks

Alex


ps anyone know the volume of the fuel tank?

se7ensport wrote:Out playing with the car yesterday and while i'm happy with it's general performance I do miss the in gear acceleration that my old tiv had, now I know they are two very different beasts but more power/torque is always a bonus.


Other than fuel and ignition what do I need to source for a duratec conversion?

Parts on list so far:
bellhousing for type 9, any idea on cost?
engine mounts, either fabricate my own or purchase from Tim


Will a duratec drop in through the normal bonnet opening?

Rob, did you have any news on the engine management system you were taking about a few months ago?



Thanks

Alex


ps anyone know the volume of the fuel tank?

What Trev did you have? i have had a Griff 500 and a Cerbera, i think(know) you will struggle to find the same straight line grunt

1974 3000M built for hill climbing but only used on the road, 3.1 with stage 3 heads putting out 220-240 bhp and a shed load of torque.

Wish I could have kept it

se7ensport wrote:1974 3000M built for hill climbing but only used on the road, 3.1 with stage 3 heads putting out 220-240 bhp and a shed load of torque.

Wish I could have kept it

Was that roling road or TVRs estimate

Don't forget that the duratec as well as the zetec SE (sigma) engines have the xhaust on the other side compared to Zetec E and pinto

se7ensport wrote:1974 3000M built for hill climbing but only used on the road, 3.1 with stage 3 heads putting out 220-240 bhp and a shed load of torque.

Wish I could have kept it

You could always go for my dream, Cerbera engine the new one with 16v heads 550 hp 450 ftlbs and see what happens.
Note to myself

I must stop drinking red wine on sunday evenings

Cerberus wrote:
Was that roling road or TVRs estimate

Genuine RR figures, Burton engine (very costly!)

Cerberus wrote: Cerbera engine the new one with 16v heads 550 hp 450 ftlbs

Sweet

Werner Van Loock wrote: Don't forget that the duratec as well as the zetec SE (sigma) engines have the xhaust on the other side compared to Zetec E and pinto

Cheers, but the Duratec exits on the same side as a Pinto, both run exhausts down the drivers side.

my mistake, thought pinto was also like zetec.

BTW, is your car on the website already? Don't think so, is it ok that I'll put it on? You have a bit of info and picturesto put on there?

Same for Cerberus btw, don't even know your real name

happy to add pics and details, just point me in the right direction

cheers

Alex

se7ensport wrote:happy to add pics and details, just point me in the right direction

cheers

Alex

Im also clueless.
Have pics but dont know what to do.
Kev

Well, take a look at some cars on the website and email me. Please also add your personal details for me to put in a database, these are not disclosed to anyone.

se7ensport wrote:Out playing with the car yesterday and while i'm happy with it's general performance I do miss the in gear acceleration that my old tiv had, now I know they are two very different beasts but more power/torque is always a bonus.


Other than fuel and ignition what do I need to source for a duratec conversion?

Parts on list so far:
bellhousing for type 9, any idea on cost?
engine mounts, either fabricate my own or purchase from Tim


Will a duratec drop in through the normal bonnet opening?

Rob, did you have any news on the engine management system you were taking about a few months ago?



Thanks

Alex


ps anyone know the volume of the fuel tank?

Engine management still not available to sell off the peg. Firstly , would you be tuning the Duratec or keeping it standard ? If it's standard with just TB's then it'll turn out 190 plus depending on who's bits you use(it's 140 ish if left stock) So unless it's tuned quite a bit you're not going to get the grunt to match a TVR and if it is tuned , then that won't be the end of it. Gearbox/clutch/axle/diff will need to be high spec' to take the new torque.(£15,000 might do it)
My point being , forget TVR power/torque , this is a Stylus with it's own chassis capabilities/built in lightness , THEREFORE the Colin Chapman argument comes into play.
What is fast ? Straight line speed top end OR how long does it take to cover a measured distance ? Nimble's the watchword to be quick then when you can't go any quicker regardless of skill/tracktime ---------- POWER/TORQUE upgrades

Thrash the pinto/stretch the chassis & you Rob(my 2 penarth)

I was planning on keeping engine standard and using bike throttle bodies with programmable ECU, I'm after long term reliabilty rather than highly tuned. Current engine is putting out 140-150bhp, as it's only got 300miles on it from new I'd get a very good price from the escort rally boys.



Re: tiv power/speed, it weighed in at 900kg so getting 190 out of a stylus would be amazing, agree completely about definition of speed, I've always been handling rather than brut power (big reason why I got the stylus).

se7ensport wrote: I've always been handling rather than brut power (big reason why I got the stylus).

The same here, will call round for you when mine is finished then you can see if 185bhp is enough

Phil

Cerberus wrote:
The same here, will call round for you when mine is finished then you can see if 185bhp is enough

Phil

Are you on the road at the moment? or are you mid conversion?

It would be very interesting to see the difference in performance....